All posts by Bryan Swopes

About Bryan Swopes

Bryan R. Swopes grew up in Southern California in the 1950s–60s, near the center of America's aerospace industry. He has had a life-long interest in aviation and space flight. Bryan is a retired commercial helicopter pilot and flight instructor.

17 January 1932

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At the lower left corner of this image, the shadow of a Curtiss B-2 Condor can be seen as it prepares to drop supplies at the Navajo reservation near Winslow, Arizona, 17 January 1932. (Davis-Monthan Aviation Field Register)
At the lower left corner of this image, the shadow of a Curtiss B-2 Condor can be seen as it prepares to drop supplies at the Navajo reservation near Winslow, Arizona, 17 January 1932. (Davis-Monthan Aviation Field Register)

17 January 1932: The 11th Bombardment Squadron, U.S. Army Air Corps, commanded by 1st Lieutenant Charles H. Howard and based at March Field, Riverside, California, flew six Curtiss B-2 Condor bombers to drop food and supplies to the Navajo reservation near Winslow, Arizona. A severe winter storm had isolated the community and caused the deaths of thousands of livestock.

More than 30,000 pounds (13,600 kilograms) of food was dropped to support the 20,000 people of the Navajo and Hopi nations effected by the winter storms.

Lieutenant Howard and the 11th Bombardment Squadron won the Mackay Trophy for the most meritorious flight of the year. This was the first time that the Mackay was awarded to a group.

First Lieutenant Charles H. Howard, U.S. Army Air Corps. (U.S. Air Force)

Charles Harold Howard was born at Ashland, Oregon, 29 December 1892. He was the first of two children of Charles B. Howard, a telegraph operator, and Mary Ann Kincaid Howard.

Howard enlisted as a private in the Signal Corps, United States Army, 23 November 1917. He served with Company C, 322nd Field Signal Battalion, and the Aviation Section, Signal Corps. He was commissioned as a second lieutenant, Air Service, 7 November 1918.

In 1920, Lieutenant Howard was an instructor at the Air Service Flying School at Love Field, Dallas, Texas. In a reorganization of the Air Service, his commission was vacated 15 September 1920 and he was appointed a second lieutenant, Air Service, with date of rank retroactive to 1 July 1920. Howard was promoted to first lieutenant, 30 August 1924.

Captain Howard was killed in an aircraft accident near Bryan Mill, Texas, 25 October 1936. His remains were buried at the Mountain View Cemetery, Ashland, Oregon. Howard Air Force Base, Panama, was named in his honor.

The following is excerpted from the Davis-Monthan Aviation Field Register web site:

The Air Corps Newsletter of November 1, 1936 reports his passing and summarizes his flying career:

“An airplane accident on the night of October 25th, near Bryan’s Mill, Texas, cost the lives of Captain Charles H. Howard and Corporal Edward N. Gibson, Air Corps, both of whom were stationed at Langley Field, VA.

“Captain Howard, who enlisted in the Aviation Section, Signal Corps, during the World War, was an efficient and capable officer, an expert pilot, and was particularly well versed in the field of radio communications.

“. . . after serving for a brief period with Company C, 322nd Field Signal Battalion, Fort Lewis, Washington, he was transferred to Kelly Field, Texas, where he served with the 84th Aero Squadron. . .

“During the next four years, Captain Howard’s duties related mainly to radio communications. . . 

“In January 1926, Captain Howard was transferred to the Panama Canal Department, where he served for three years, being on duty with the 7th Observation Squadron at France Field for two years, and with the 25th Bombardment Squadron in the remaining year.

“From Panama, Captain Howard was transferred to Rockwell Field, Calif., when he was assigned to the 11th Bombardment Squadron. He also served as Communications Officer of the 7th Bombardment Group. Later, when the Squadron was transferred to March Field, Calif., he was placed in command thereof.”

It was during this time that he and his crew won the Mackay Trophy.

“During the summer of 1934, Captain Howard piloted one of the B-10 Bombardment planes in the Army Alaskan Flight, from Washington, D.C., to Fairbanks, Alaska, and return. This aerial expedition of ten B-10 airplanes was commanded by Brigadier General Henry H. Arnold. The flight was completed according to a prearranged schedule in exactly one month. In addition to his duties as pilot, Captain Howard served as Assistant Communications Officer of the expedition. . .

“Captain Howard had to his credit over 4,000 hours flying time. He was the author of various articles dealing most interestingly and convincingly with subjects in which he particularly specialized – Bombardment Aviation and Radio Communications.”

—Davis-Monthan Aviation Field Register http://www.dmairfield.com/index.php

Curtiss B-2 Condor 28-399 of the 11th Bomb Squadron, in flight near San Diego, California, 1930. (U.S. Air Force photo)

The Curtiss B-2 Condor was a large (by contemporary standards) twin-engine biplane bomber, operated by a crew of five. It was 47 feet, 4.5 inches (14.440 meters) long with a 90 foot (27.432 meter) wingspan and overall height of 16 feet, 6 inches (5.029 meters). The airplane had an empty weight of 9,300 pounds (4,218.4 kilograms) and loaded weight of 16,591 pounds (7,525.6 kilograms).

The B-2 was powered by two liquid-cooled, normally-aspirated 1,570.381-cubic-inch-displacement (25.734 liter) Curtiss Conqueror V-1570-7 DOHC 60° V-12 engines producing 633 horsepower at 2,450 r.p.m., each, driving three-bladed propellers.

The bomber had a maximum speed of 132 miles per hour (212 kilometers per hour) at Sea Level and a range of 805 miles (1,296 kilometers).

Although the Condor’s service ceiling was 16,140 feet (4,920 meters), Lieutenant Howard flew one to 21,000 feet (6,400 meters) while conducting an experiment in cosmic ray research for Dr. Robert Andrews Millikan of Caltech, Pasadena, California. (“Service ceiling” is the altitude above which an aircraft can no longer maintain at least a 100 feet per minute/0.5 meters per second rate of climb.)

First Lieutenant Charles H. Howard, Air Corps, United States Army, and Dr. Robert A. Millikan of CalTech, with a Curtiss B-2 Condor bomber at March Field, 27 October 1932. (© Bettman/CORBIS)

Defensive armament consisted of six .30-caliber Lewis machine guns, with gunners’ positions at the nose and behind each engine. The B-2 could carry 2,500 pounds (1,134 kilograms) of bombs.

Including the XB-2 prototype, 13 B-2s were built, and a single B-2A. They were removed from service by 1934 as more modern designs became available.

A Curtiss B-2 Condor, serial number 28-399, in flight near Rockwell Field, San Diego, California. (U.S. Air Force)
A Curtiss B-2 Condor, serial number 28-399, 11th Bombardment Squadron, in flight near Rockwell Field, San Diego, California. (U.S. Air Force)

© 2019, Bryan R. Swopes

Eugene Andrew Cernan (14 March 1934–16 January 2017)

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Eugene A. Cernan, Mission Commander, inside the Lunar Module Challenger after the third EVA, 13 December 1972. (Harrison H. Schmitt/NASA)
Eugene Andrew Cernan (The Provi of 1952)

Eugene Andrew Cernan was born at Chicago, Illinois, 14 March 1934. He was the second child of Andrew George Cernan, a manufacturing foreman, and Rose A. Cihlar Cernan. Gene Cernan graduated from Proviso East High School, Maywood, Illinois, in 1952.

Cernan entered Purdue University, West Lafayette, Indiana, as an engineering student. He was a midshipman in the U.S. Navy Reserve Officers Training Corps (R.O.T.C.), and a member of the Phi Gamma Delta fraternity (ΦΓΔ) , serving as treasurer. He was also president of the Quarterdeck Society and the Scabbard and Blade, and a member of the Phi Eta Sigma (ΦΗΣ) honor society and Tau Beta Pi (ΤΒΠ) engineering honor society. He served on the military ball committee and was a member of the Skull and Crescent leadership honor society. During his Midshipman Cruise in 1955, Cernan served aboard the Worcester-class light cruiser USS Roanoke (CL-145). Cernan graduated from Purdue in 1956 with Bachelor of Science Degree in Electrical Engineering (B.S.E.E.).

Cernan was commissioned as an ensign, United States Navy, 2 June 1956, and was assigned to flight training. He was promoted to lieutenant (junior grade), 1 December 1957. Lieutenant Cernan completed flight school and qualified as Naval Aviator. He was assigned to Attack Squadron 126 (VA-126) at NAS Miramar, San Diego, California, flying the North American Aviation FJ-4B Fury. On 1 June 1960, Cernan was promoted to the rank of lieutenant.

North American Aviation FJ-4B Fury of VA-126, circa 1960. (U.S. Navy)

Lieutenant Eugene A. Cernan married Miss Barbara Jean Atchley, 6 May 1960, at San Diego. Mrs. Cernan was a flight attendant for Continental Airlines. They would have a daughter, Tracy. The Cernans divorced 7 July 1981.

Lieutenant Cernan was next assigned to Attack Squadron 113 (VFA-113) at NAS Lemoore, California. VFA-113 (“Stingers”) flew the Douglas A-4C Skyhawk, and deployed aboard the Essex-class aircraft carrier USS Hancock (CVA-19).

Eugene A. Cernan, NASA Astronaut, circa 1964. (NASA)

Cernan earned a Master of Science Degree in Aeronautical Engineering from the U.S. Naval Postgraduate School at Monterey, California, in 1963.

In October 1963, Lieutenant Cernan was selected as an Astronaut for the National Aviation and Space Administration (NASA). He was one of 14 members of NASA Astronaut Group 3, which was announced 18 October 1963.

Gene Cernan was promoted to the rank of commander, United States Navy, 3 June 1966. He flew as pilot of Gemini IX-A, 3-6 June 1966. (Thomas P. Stafford was the command pilot.) The mission included a rendezvous with a Lockheed Agena target vehicle. A planned docking with the Agena could not be carried out because the docking shroud had failed to deploy correctly. On 6 June, Cernan conducted an “EVA” (Extravehicular Activity, of “space walk”). During the 2 hour, 7 minute EVA, numerous difficulties were encountered.

Astronaut Gene Cernan outside the Gemini IX-A capsule in earth orbit, 6 June 1966, (NASA S66-38515)
In a ceremony held at The Pentagon, Admiral David L. McDonald, Chief of Naval Operations, pins astronaut wings on Commander Eugene A. Cernan, 26 July 1966. (Corpus Christi Caller-Times)

Commander Cernan was next assigned as the backup pilot of Gemini XII and backup lunar module pilot of Apollo 7.

Gene Cernan was the Lunar Module pilot of Apollo 10, the full rehearsal for the first lunar landing, 18 May–26 May 1969. He flew the LM Snoopy to 47,400 feet (14,445 meters) above the lunar surface at 21:29:43 UTC, 22 May.

Apollo 10 Lunar Module Snoopy photographed by John Watts Young just after separation from the Command and Service Module Charlie Brown. Gene Cernan can be seen in the window on the left. (NASA)

Cernan was promoted to the rank of captain, United States Navy, 10 July 1970. He was next assigned as the backup to Alan B. Shepard as mission commander for Apollo 14.

On 23 January 1971, Cernan was flying a Bell Model 47G-3B-1 helicopter, NASA 947 (N947NA, serial number 6665), on a proficiency flight, when it crashed in the Indian River near Malabar, Florida. The helicopter was destroyed and Cernan was slightly injured. The official investigation reported the cause as a “misjudgement in estimating altitude.” In his autobiography, Cernan wrote,

“Without ripples, the water provided no depth perception and my eyes looked straight through the clear surface to the reflective river bottom. I had lost sight of the water.”

—The Last Man on the Moon, St. Martin’s Press, New York, 1999, Chapter 25 at Page 258

Captain Eugene A. Cernan, U.S.N., in the cockpit of NASA 947, a Bell 47G-3B-1, as it hovers in ground effect, circa 1971. (NASA)

Gene Cernan’s third space flight was as commander of Apollo 17, 6–19 December 1972, with Ronald E. Evans as Command Module pilot and Harrison H. Schmitt as the Lunar Module pilot. Cernan and Schmitt were on the surface of the Moon for 3 days, 2 hours, 59 minutes, 40 seconds. During that time they made three excursions outside the lunar lander, totaling 22 hours, 3 minutes 57 seconds.

Apollo 17 was the last manned mission to the Moon in the Twentieth Century. Gene Cernan was the last man to stand on the surface of the Moon.

Eugene A. Cernan at the Taurus-Littrow Valley during the third EVA of the Apollo 17 mission. (Harrison H. Schmitt/NASA)

Gene Cernan retired from the United States Navy and the National Aeronautics and Space Administration, 1 July 1976. According to his NASA biography, Cernan had logged 566 hours, 15 minutes of space flight.

In 1987 Cernan married Jan Nanna (née Janis E. _) at Sun Valley, Idaho. She had two daughters, Kelly and Daniele, from a previous marriage.

Captain Eugene Andrew Cernan, United States Navy (Retired) died at a hospital in Houston, Texas. His remains were buried at the Texas State Cemetery at Austin, Texas.

Eugene Andrew Cernan (NASA)

© 2018 Bryan R.. Swopes

16 January 2003, 15:40:21.7 UTC, T plus 00:01:21.7

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Space Shuttle Columbia (STS-107) lifts off from Launch Complex 39A at Kennedy Space Center, 15:39:00 UTC, 16 January 2003. (NASA)
Space Shuttle Columbia (STS-107) lifts off from Launch Complex 39A at Kennedy Space Center, 15:39:00 UTC, 16 January 2003. (NASA)

16 January 2003, 15:39:00 UTC, T minus Zero: Space Shuttle Columbia (STS-107) lifted off from Launch Complex 39A at the Kennedy Space Center, Cape Canaveral, Florida.

Columbia (OV-102) was America’s first space shuttle. This would be her final flight.

81.7 seconds after launch, Columbia was at approximately 66,000 feet (20,100 meters) altitude and 12.5 miles (20.1 kilometers) down range, accelerating through Mach 2.46 (1,623 miles per hour, or 2,612 kilometers per hour). Several pieces of insulating foam broke off of the external fuel tank (what NASA referred to as “foam shedding”) and struck the leading edge and underside of Columbia‘s left wing.

It is believed that at least one of these pieces of foam punctured a hole in the wing’s surface, estimated to be 6 inches × 10 inches (15 × 25 centimeters).

When Columbia re-entered on 1 February 2003, the damage would cause the shuttle to disintegrate. The entire crew would be lost.

Front, left to right: COL Richard D. Husband, USAF, Kalpana Chawla, CDR William C. McCool, USN. Back, left to right: CAPT David M. Brown, MD, USN, CAPT Laurel Clark, MD, USN, LCOL Michael P. Anderson, USAF, COL Ilan Ramon, IAF. (NASA)
The flight crew of Columbia (STS-107): Front, left to right, COL Richard D. Husband, USAF; Kalpana Chawla; CDR William C. McCool, USN. Back, left to right, CAPT David M. Brown, MD, USN; CAPT Laurel Clark, MD, USN; LCOL Michael P. Anderson, USAF; COL Ilan Ramon, IAF. (NASA)

© 2016, Bryan R. Swopes

16 January 1975

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McDonnell Douglas F-15A-6-MC 72-0119 Streak Eagle record holder. (U.S. Air Force)
McDonnell Douglas F-15A-6-MC 72-0119, Streak Eagle, FAI world record holder. (U.S. Air Force)

16 January 1975: Three United States Air Force pilots, Majors Roger J. Smith, Willard R. MacFarlane and David W. Petersen, test pilots assigned to the F-15 Joint Test Force at Edwards Air Force Base, California, set five Fédération Aéronautique Internationale (FAI) time-to-altitude records in one day, flying this unpainted McDonnell Douglas F-15A-6-MC Streak Eagle, serial number 72-0119, from Grand Forks Air Force Base, North Dakota. The airfield’s elevation is 913 feet (278 meters) above Sea Level.

Smith took the first record: from brake release to 3,000 meters (9,843 feet) in 27.571 seconds.

The next three belonged to MacFarlane: 6,000 meters (19,685 feet), 39.335 seconds; 9,000 meters (29,528 feet), 48.863 seconds; and 12,000 meters (39,370 feet), 59.383 seconds.

The last record for the day went to Peterson, who reached 15,000 meters (49,213 feet) in 1 minute, 17.042 seconds.

Over the next two weeks they took the Streak Eagle even higher. On it’s left vertical fin is painted AQUILA MAXIMA. This airplane is in storage at the National Museum of the United States Air Force.

F-15A Streak Eagle record-setting pilots, Majors William MacFarlane, Roger Smith and Dave Peterson. (U.S. Air Force)
F-15A Streak Eagle record-setting pilots, Majors Willard MacFarlane, Roger Smith and Dave Peterson. (U.S. Air Force 240123-F-IO108-001)

Screen Shot 2016-01-16 at 20.33.28 FAI Record File Num #9077 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Time to climb to a height of 3 000 m
Performance: 27.571s
Date: 1975-01-16
Course/Location: Grand Forks, ND (USA)
Claimant Roger J. Smith (USA)
Aeroplane: McDonnell Douglas F-15
Engines: 2 Pratt & Whitney F-100

Screen Shot 2016-01-16 at 20.37.34 FAI Record File Num #8605 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Time to climb to a height of 6 000 m
Performance: 39.335s
Date: 1975-01-16
Course/Location: Grand Forks, ND (USA)
Claimant William R. Macfarlane (USA)
Aeroplane: McDonnell Douglas F-15
Engines: 2 Pratt & Whitney F-100

FAI Record File Num #8600 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Time to climb to a height of 9 000 m
Performance: 48.863s
Date: 1975-01-16
Course/Location: Grand Forks, ND (USA)
Claimant William R. Macfarlane (USA)
Aeroplane: McDonnell Douglas F-15
Engines: 2 Pratt & Whitney F-100

FAI Record File Num #8528 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Time to climb to a height of 12 000 m
Performance: 59.383s
Date: 1975-01-16
Course/Location: Grand Forks, ND (USA)
Claimant William R. Macfarlane (USA)
Aeroplane: McDonnell Douglas F-15
Engines: 2 Pratt & Whitney F-100

Screen Shot 2016-01-16 at 14.43.07 FAI Record File Num #8521 [Direct Link]
Status: ratified – retired by changes of the sporting code
Region: World
Class: C (Powered Aeroplanes)
Sub-Class: C-1 (Landplanes)
Category: Not applicable
Group: 3 : turbo-jet
Type of record: Time to climb to a height of 15 000 m
Performance: 1 min 17.042s
Date: 1975-01-16
Course/Location: Grand Forks, ND (USA)
Claimant David W. Peterson (USA)
Aeroplane: McDonnell Douglas F-15
Engines: 2 Pratt & Whitney F-100

McDonnell Douglas F-15A-8-MC Eagle 73-0090 at Luke Air Force Base. The two aircraft in this photograph are painted “Air Superiority Blue” (F.S. 35450). (U.S. Air Force)

Streak Eagle is a very early production F-15A-6-MC Eagle, a single-seat, twin-engine air superiority fighter. It is 63 feet, 9.0 inches (19.431 meters) long with a wingspan of 42 feet, 9.7 inches (13.048 meters) and overall height of 18 feet, 5.4 inches (5.624 meters). The F-15A has an empty weight of 25,870 pounds (11,734 kilograms) and its maximum takeoff weight (MTOW) is 44,497 pounds (20,184 kilograms).

The F-15A is powered by two Pratt & Whitney JTF22A-25A (F100-PW-100) afterburning turbofan engines. The F100 is a two-spool, axial-flow turbine engine with a 3-stage fan section; 10-stage compressor; single chamber combustion section; and 4-stage turbine (2 low- and 2 high-pressure stages). The engine has a Maximum Continuous Power rating of 12,410 pounds of thrust (55.202 kilonewtons); 14,690 pounds (65.344 kilonewtons, 30-minute limit; and a maximum 23,840 pounds (106.046 kilonewtons), 5-minute limit. The F100-PW-100 is 191 inches (4.851 meters) long, 46.5 inches (1.181 meters) in diameter, and weighs 3,035 pounds (1,376.7 kilograms).

The cruise speed of the F-15A Eagle is 502 knots (578 miles per hour/930 kilometers per hour). It has a maximum speed of 893 knots (1,028 miles per hour/1,654 kilometers per hour) at 10,000 feet (3,048 meters), and 1,434 knots (1,650 miles per hour/2,656 kilometers per hour) at 45,000 feet (13,716 meters). The ceiling is 63,050 feet (19,218 meters) at maximum power. It can climb at an initial 67,250 feet per minute (342 meters per second) from Sea Level, and with a thrust-to-weight ratio of 1.15:1, The F-15 can climb straight up. The Eagle’s combat radius is 638 nautical miles (734 statute miles/1,182kilometers).

The F-15A is armed with one General Electric M61A1 Vulcan 20mm rotary cannon with 938 rounds of ammunition, four AIM-7 Sparrow radar-guided missiles and four AIM-9 Sidewinder heat-seeking missiles.

384 F-15A Eagles were built before production shifted to the improved F-15C version. As F-15Cs became operation, the F-15As were transferred to Air National Guard units assigned to defend continental U.S. airspace. The last F-15A was retired from service in 2009.

Streak Eagle over St. Louis (McDonnell Douglas Corporation)

Streak Eagle was specially modified by McDonnell Douglas for the record attempts. Various equipment that would not be needed for these flights was eliminated: The flap and speed brake actuators, the M61 cannon and its ammunition handling equipment, the radar and fire control systems, unneeded cockpit displays and radios, and one generator.

Other equipment was added: An extended pitot boom was mounted at the nose with alpha and beta vanes; equipment for the pilot’s David Clark Company A/P-225-6 full pressure suit; extremely sensitive accelerometers and other instrumentation; extra batteries; an in-cockpit video camera aimed over the pilot’s shoulder; and perhaps most important, a special hold-back device was installed in place of the fighter’s standard arresting hook.

These changes resulted in an airplane that was approximately 1,800 pounds (817 kilograms) lighter than the standard production F-15A. This gave it a thrust-to-weight ratio of 1.4:1.

Streak Eagle, the modified McDonnell Douglas F-15A-6-MC, 72-0119, on the runway at Grand Forks AFB, North Dakota, being prepared for a flight record attempt. (U.S. Air Force)
Streak Eagle, the modified McDonnell Douglas F-15A-6-MC, 72-0119, on the runway at Grand Forks AFB, North Dakota, being prepared for a flight record attempt. (U.S. Air Force)

The flight profiles for the record attempts were developed by McDonnell Douglas Chief Developmental Test Pilot, Charles P. “Pete” Garrison (Lieutenant Colonel, U.S. Air Force, Retired).

Streak Eagle carried only enough fuel for each specific flight, and weighed from 27,972  to 31,908 pounds (12,688 to 14,473 kilograms). It was secured to the hold-back device on the runway and the engines were run up to full afterburner. It was released from the hold-back and was airborne in just three seconds.

Streak Eagle, the FAI record-setting McDonnell Douglas F-15A-6-MC, 72-0119, at the National Museum of the United States Air Force. (U.S. Air Force)
Streak Eagle, the FAI record-setting McDonnell Douglas F-15A-6-MC, 72-0119, at the National Museum of the United States Air Force. (U.S. Air Force 050324-F-1234P-030)

For many years, Streak Eagle was covered in gray paint to prevent corrosion. The paint has been stripped, returning the record-setting F-15A to its original appearance. It is now on public display in the R&D Hangar at the National Museum of the United States Air Force.

Streak Eagle, McDonnell Douglas F-15A-6-MC 72-0119, in the restoration hangar at the National Museum of the United States Air Force, 24 January 2024. (U.S. Air Force 240124-F-IO108-001)

© 2025, Bryan R. Swopes

16 January 1942

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Transcontinental and Western Air, Inc., Douglas DC-3-362 NC1943, the same type aircraft as NC1946. (Boeing Images)

16  January 1942: Transcontinental and Western Air, Inc., Flight 3, was a transcontinental passenger flight enroute to Los Angeles, California from New York City.

The airplane was a Douglas DC-3-362, registered NC1946.

The pilot in command was Captain Wayne C. Williams, an 11-year employee of T&WA. He had 12,204 hours total flight time with more than 3,500 hours in DC-3s. He had flown 204 hours at night within the previous six months. The co-pilot was S. Morgan Gillette, who had been with T&WA for a little less than 1 year, 6 months. He had 1,330 hours of flight time with 650 in DC-3s.

Transcontinental and Western Air Douglas DC-3 NC1945, sister ship of NC1946, TWA Flight 3. (TWA)

After a refueling stop at Las Vegas Airport, the airliner departed at 7:07 p.m. Pacific Standard Time, on the final leg of the flight to the Lockheed Air Terminal at  Burbank, California (officially, the Bob Hope Airport, but now known as Hollywood Burbank Airport). It was dark, but the weather was clear. Because of wartime regulations, the lighted airway beacons on the route had been extinguished.

Transcontinental and Western Air, Inc., DC-3-362 NC1944. (Nelson Ronsheim)

At 7:20 p.m., PST, Flight 3 crashed into a vertical cliff face on Potosi Mountain, an 8,517-foot (2,596 meters) mountain 32 miles (51.5 kilometers) southwest of Las Vegas, Nevada. The DC-3 was completely destroyed and all 22 persons aboard were killed, including actress Carole Lombard, Mrs. Clark Gable.

In planning the flight, the crew had made an error in the compass course for this leg of the flight. Their written flight plan, filed with the airline’s operations department, indicated a compass course of 218° which took them directly to the mountain.

Carole Lombard (6 October 1908–16 January 1942)
Carole Lombard (Paramount Studios)

Carole Lombard (née Jane Alice Peters) was one of the most successful motion picture actresses in Hollywood. She was born at Fort Wayne, Indiana, in 1908, and had her first motion picture role in 1921. At age 16, she was under contract to the Fox Film Corporation and as was customary, was given a more dramatic name. She was primarily a comedic actress though she also had several dramatic roles.

Lombard was nominated for an Academy Award for Best Actress in “My Man Godfrey” which starred William Powell, to whom she was married 1931–1933. In 1938, Lombard married actor Clark Gable.

Carole Lombard had been on a War Bonds tour and was returning home to Hollywood. She was seated in an aisle seat in the third row, next to a U.S. Army private. Her mother, Elizabeth Peters, was seated directly across the aisle.

Transcontinental and Western Flight 3 crash site
Scene of the crash of Transcontinental and Western Flight 3 on Petosi Mountain, Nevada. The point of impact was at an elevation of 7,770 feet (2,368 meters). (Bettman Archive via Lost Flights)
Crash site, T&WA Flight 3 on Petosi Mountain, Nevada.
Rescue/recovery team at the crash site of T&WA Flight 3 on Petosi Mountain, Nevada, 18 January 1942. (Civil Aeronautics Authority, Bureau of Aviation Safety)
TWA Flight 3 crashed on this vertical face of Mount Potosi, Nevada, 16 January 1942, killing all on board. (Harlan Stockman)
TWA Flight 3 crashed into this vertical face of Potosi Mountain, Nevada, 16 January 1942, killing all on board. (Harlan Stockman)

NC1946 was a DC-3-362, c/n 3295, built in February 1941 for Transcontinental and Western Air by the Douglas Aircraft Company at Santa Monica, California. It was an all-metal, twin-engine civil transport with retractable landing gear. The airplane was operated by a pilot and co-pilot and could carry up to 21 passengers.

The DC-3-362 was 64 feet, 5 inches (19.634 meters) long with a wingspan of 95 feet (28.956 meters). It was 16 feet, 11 inches (5.156 meters) high. The airplane weighed approximately 18,000 pounds (8,165 kilograms) empty and had a gross weight of 25,200 pounds (11,431 kilograms).

NC1946 was powered by two air-cooled, supercharged 1,823.129-cubic-inch-displacement (29.875 liter) Wright Aeronautical Division Cyclone 9 GR-1820G202A nine-cylinder radial engines with compression ratio of 6.7:1. These engines had a Normal Power rating of 1,100 horsepower at 2,400 r.p.m., and 1,200 horsepower at 2,500 r.p.m. for Takeoff, burning 91/96 octane aviation gasoline. They drove three-bladed, constant-speed, full-feathering Hamilton Standard Hydromatic propellers through a 0.5625:1 gear reduction. The GR-1820G202A was 4 feet, 2.04 inches (1.271 meters) long, 4 feet, 7.10 inches (1.400 meters) in diameter, and weighed 1,310 pounds (594 kilograms).

The DC-3  had a cruise speed of 150 miles per hour (241 kilometers per hour) and maximum speed of 237 miles per hour (381 kilometers per hour) at 8,500 feet (2,591 meters). The airplane had a service ceiling 24,000 feet (7,315 meters), and its range was 1,025 miles (1,650 kilometers).

The Douglas DC-3 was in production for 11 years with 10,655 civil and C-47 military airplanes built, and another 5,000 license-built copies. Over 400 are still in commercial service.

Petosi Mountain, looking west. (Detail from photograph by Stan Shebs)
Petosi Mountain, looking west. (Detail from photograph by Stan Shebs)

Commercial Aviation Archaeology has a very informative site on this accident at:

https://www.lostflights.com/Commercial-Aviation/11642-TWA-TWA-Douglas-DC-3/

© 2019, Bryan R. Swopes